In
2003, Honda opened a new chapter in the evolution of middleweight Super
Sports motorcycle performance with the stunning debut of the new CBR600RR. A
midsized sports bike designed first and foremost to reassert Honda's
leadership at the most hotly contested levels of World Supersport
competition, the CBR600RR also provides one of the most exciting blends of
top performance and astounding riding ease to ever
make a rider with a need for speed feel like a champion.

Recognisable at first glance, the CBR600RR's development team looked to none
other than Honda's mighty RC211V MotoGP champion-the modern pinnacle of
racing design achievement, and the dominant force in the world's premier
class of motorcycle competition since its first debut-as the source for this
new Supersport champion's advanced technological expertise. Inheriting a
wealth of Honda Racing DNA technologies, from its innovative Dual Sequential
Programmed Fuel Injection system to its Fine Die-Cast aluminium frame,
Unit-Pro-Link swingarm and mass
centralised fuel cell to the sleek lines of its aggressive bodywork, the
CBR600RR impressively brought to the street many of the latest RC211V
advances to be forged in the fires of the world's top class of motorcycle
racing achievement.

Under the guiding development theme of 'Innovative Wonder,' the new CBR600RR
was initially conceived of as a race-ready riding machine designed to
provoke awe and excitement with every sensation felt while confidently
exploring the outer limits of one's own performance envelope. Developed to
achieve unrivalled levels of performance in the hands of those who can take
full advantage of its riding and
racing prowess, the CBR600RR is not only one of the lightest machines in its
class, its centralised weight distribution helps it respond instantly to
rider inputs with faster, smoother and more easily controlled handling.

This
leading combination of performance characteristics carried the CBR to World
Supersport championship victory in only its first year in competition, and
make it a thrilling and confidence-inspiring mount for those who simply love
to ride fast.

For its next generation, the CBR600RR builds upon this solid foundation of
racewinning potential with a sharper and more aggressive new RC211V look and
further advances in its design and construction. What little excess weight
it may have had has been expertly trimmed in the quest for a class-leading
power-to-weight ratio and the sharpest, most responsive balance of
middleweight performance to ever strafe a mountain road or dominate a racing
podium. For 2005, the CBR600RR isn't merely faster, it is better in every
way. The new CBR600RR will decisively reassert its preeminence as both the
leader of the World Supersport circuit and top dog in the twisties for
riders who can't get enough of the adrenaline-pumping thrill of riding at
the edge. Whether in competition or in the process of extending your
personal best, to feel like a champion, you really have to ride with one.

Styling
Designed from its very inception to be nothing less than a high-performance,
road-going replica of Honda's all-conquering RC211V MotoGP racer, the
CBR600RR understandably inherited many of the styling cues that embody the
RCV's mark of distinction. A good part of this design provides unmistakable
evidence of aggressive Supersport form closely following function, with that
function clearly focused on raceready performance and handling. From its
compact, sharply angular nose to its sleekly curved, upswept tail, the
CBR600RR exudes the look of a champion. Small wonder then that the CBR600RR
captured the 2003 World Superspo rt crown in only its first year in
production and continues to dominate the middleweight class in its second
year.

Refined Front Cowl

For its second generation, the new 2005 CBR600RR's sleek, race-bred
fairing maintains its strong visual identification with Honda's premier
MotoGP racing hero, the all-conquering RC211V. New ram air intake ducts are
now more cleanly integrated into the aggressive lines of the bodywork,
echoing design details seen in both the RCV and Honda's impressive new
Superbike challenger, the CBR1000RR Fireblade. Over the front wheel, a newly
designed fender conforms to the shape and needs of the CBR's new inverted
front fork, while under the aggressively shaped fuel tank cover, its
centralised fuel cell features a new modified boss design for reduced
weight.

Slim Line-Beam Headlights

Highlighting the fairing's aggressive form, the 600RR's distinctive,
low-profile Line Beam headlights project a modern image in keeping with the
CBR's racing roots. Less than half the height of the headlights seen on most
road bikes, these ultra-sleek beams feature compact, high-illumination
multi-reflector designs projecting through clear lenses to provide a
brilliant night-time view of the road ahead.

New Tail Cowl and Sidecovers

The CBR's new, shorter tail cowl now combines with a new set of matte
black sidecovers to provide a lighter and slimmer side profile that also
enhances rider manoeuvring ease in the intensified attack of riding and
racing competition. While initially appearing wider and more radically
curved than the original cowl, this new design is actually a few millimetres
narrower than the current model. This combination of new tail cowl and
sidecovers also weighs less than the onepiece unit they replace. Also, the
tail cowl now features a new centrally positioned pillion pad lock located
directly behind the rider's seat for easy access and lighter weight.
Louvered intakes ports at the leading outer edges of the rear cowl provide a
steady stream of cooling air to its internal area. Finally, a new one-piece
resin silencer end shroud replaces the current rear fender stay (along with
the aluminium pieces surrounding the end of the tailpipe) for a simpler
design and reduced weight. Hanging down from the seat rail, the CBR's new
pillion step holders feature a new longer and lighter look while providing a
relatively comfortable mount for the occasional passenger. Even the clip-on
handlebar bosses and footpeg brackets have been made thinner and lighter to
shave off weight wherever possible.

- Dual Stage Fuel Injection
system features two injectors per cylinder--one upper and one
lower--controlled by an ECU that senses rpm and throttle opening. Lower
injector enhances rideability while upper injector improves top-end
horsepower. At lower rpm only the lower injector is working. Above 5500 rpm
both injectors are activated. The system uses 40mm throttle bodies.

- Unit Pro-Link rear suspension
system is patterned after RC211V GP racer. In this two piece shock design
system, the upper shock mount is contained within the swingarm rather than
the frame. With no top frame-mount for the shock, this unique system reduces
negative suspension energy from being transmitted into the frame, allowing
optimum frame rigidity and improved rideability out of corners.

Introduced
in 2003 the CBR600RR has gone on to dominate Supersport
competition around the world. Brisbane’s Chris Vermeulen won the
World Supersport Championship onboard a CBR600RR in that debut
year for the model and his team-mate Karl Muggeridge wrapped up
the 2004 World title a round early after dominating the category
in a fashion that had never been seen before.

While Australians have been dominating
supersport competition on the world scene on the back of
CBR600RR machines, here in Australia the trend has been
reproduced with Adam Fergusson and Josh Brookes dominating
nearly every race they have entered. In fact in Australian
Supersport competition Honda amassed nearly twice the amount of
manufacturer’s points than any other distributor.

Our UK
correspondent Colin Schiller recently spent some quality time
with the newest incarnation of the CBR600RR and came away
impressed with what he found. From here Colin takes up the
story…

Some
things never change. Like Honda UK’s reluctance to lend me a
motorcycle so I simply bought one instead. What better way to
get an objective test?

First up we were impressed with how well
finished the CBR600RR was compared to the CBR1000RR we had
bought a year earlier. We surprisingly had a few concerns over
the build quality of the plastics etc. with our 2004 Fireblade
but in contrast the new 600 gives an impression of solidity,
integration and deep core lustre to the bodywork and
ancillaries.

I still
was not game to take any chances though so actually wedged a
beer towel twixt my tank and textiles to make absolutely sure of
preserving any vulnerable tank paint under the pressure of the
mighty Schiller luv spuds.

It’s an absolute jewel of a machine, though, and
seems so much more homogeneous than the Blade, the only thing
that lets it down in stock trim being the standard issue
semaphore size indicators, which are the first thing to graze
against gateposts, garages, alleyways etc., and transfer the
shock and damage to the flimsy Italian built fairings.

It’s also a tiny bike, more like an overgrown
400 compared to the ZX, the R6 or even the Hummer-ungous
Daytona, but the seat is still plenty accommodating despite the
fact that the ride height¹s been raised over the years, and is
now more uncompromising racer than ever that pays scant lip
service to supersize riders.

Climbing aboard the overall and immediate
impression is of the unequivocal diminution and lack of mass.
The controls aren’t as animate and sensitive as the ZX’s (the
levers for instance are as cheap and formless as only Taiwan
can) and apart from the new, lighter (of course) integrated
tacho/speedo unit, you could be forgiven for thinking that this
was the same bike you had tested last year, or the year before,
or the year before or the year before, right back to 1996…

Even the way the tank unit joins to the fairing
is similar to generations of yore, however funky and new-for-03
the headlight and exhaust design might have been.

Pulling
off is not an inspiring affair, and there is a lull before build
up that is the antithesis of the Kwak and even more so the R6
which just digs in and drives like a Duke. The engine is, creamy
smooth, however, and surprise, surprise, so is the gearbox, a
major improvement at last despite many seasons of promises. For
once I never gave it a thought, which is as a good box should
be. Clutch is the typically strong and purposeful Honda affair
and you would have to go some to cook it.

As ever, early drive is utterly fuss free and
linear, if a little bland. But at eight thou or so a funny thing
happens… a power band appears! From hereon in the drive is
purposeful and goddam it, almost exciting and the objective of
the CBR as a track bike becomes obvious, particularly when you
get past peak and discover that the Honda has more useful
overrev than anything else in the class – just what you need for
hairpins at altitude as well as the exit of Goddards.

In fact, the only zone to roam on the CBR is
above eight grand where even in top at around 95mph, the drive
is determined right the way round to 13,000 and you find
yourself being seduced into an ever higher top speed. Once into
the seam of torque above five figures, any minor penalty in
terms of performance or excitement that the CBR loses out to the
636 is negligible, though it has to be admitted that rev for rev
the Kwak still has the edge.

This embellishment of the mid-range is in fact,
nothing to do with an increase in power but everything to do
with a reduction in weight, and even though the claimed all-up
figures are as laughable as ever, there is a noticeable cut in
kilos, a brace of which have been pruned from the frame alone,
and a further kg from the forks, if the Honda hype is to be
believed.

A new fine
die-cast process employed in hollow frame construction has
enabled Honda to trim small amounts of material in areas not
subjected to stress while still being able to provide the
torsional strength in all the areas where it is critical. A full
1.5kg has been trimmed from the frame while the new die-cast
seat rails add to the savings with another 0.7kg shaved in this
area. Weight has also been saved through the use of a new
composite aluminium swingarm.

The
swingarm now integrates the damper’s upper mount into its new
one piece design which helps to completely isolate the frame
from the shocks and stresses generated by the rear suspension.

Even
pushing the bike into the van, the CBR is the undisputed
miniature of the group, and it’s not just the weight, so much as
its compactness which really strikes you and which translates as
amazing agility even by the standards of the class.

Ever a neutral and natural steerer, the CBR now
turns even faster than the 03 or 04 bike and can be flicked in
with little more than a hip dip, while the accuracy of the way
the front end tracks is not prejudiced in the slightest, nor has
it any need of the electronic damper as fitted to the 04 and 05
Blade.

Suspension is firm, but fair and makes the
Yamaha feel soft by comparison, though no way is it as sublimely
balanced as the GSX-R or as race-oriented as the 636. If
anything, the rear shock still feels a little blunt compared to
the latter two.

Up front, however, the improvements in the front
fork mean far more resistance to dive and an even greater
tolerance of the brake lever well into the corner radius, while
the new radial mount calipers are possibly the best of the
group.

On the road, on softish rubber, such as
Bridgestones, it would be hard to find the limit of the CBR once
you’d dispensed with the hero haemorrhoids, though these are
shorter than the Blade’s and fitted to much nicer looking pegs.

Having said that, the CBR just doesn’t seem to
attack the apex like the Kawasaki.

Honda has
been listening to their factory riders. And despite their best
efforts to ensure the two wheeled public that the 2005 CBR600RR
is still the bike built for the practical street supersport
rider, it’s all too obvious that the new RR is a pure shot at
the WSS title again – not to mention countless domestic track
successes the world over.

The Aussie
launch of the six was held recently at sunny Eastern Creek
Raceway, and from the outset it was clear that this little
screamer is a more serious supersport contender than ever. In
fact, I can’t think of any out of the crate supersport machine
that could match the CBR around the ‘Creek. It was a brilliant
bike in 2004 but with a few niggling chassis problems and a lack
of mid-range the CBR fell behind in terms of raw performance.

Mid-range
mumbo is up – and I found it particularly noticeable off the
up-hill, hi-load exit of turns three and seven – plus coming on
to the straight. Having spent the previous week on a ZRX1200 I
honestly didn’t pick the torque increase at first but a
20-minute run on the 2004 RR followed by a similar run straight
on the ’05 cemented Hondas claims.

The
biggest improvement, however, comes in the form of chassis
response and steering. The 2005 CBR turns-in accurately and
quickly and follows this up with pin-sharp tracking and
brilliant control off the turns – an area that was always a
struggle on the ’04. The front end is firmer thanks to the all
new inverted forks (although I did go slightly harder on comp
and preload) and the rear end, with an all new shock body,
spring and linkage rate, is also firmer and much more compliant
(ride-height is up substantially though seat-height is similar
due to thinner seat padding).

On or off
the brakes the RR is responsive and accurate during turn-in and
this had tongues wagging all day… The radial-mount calipers are
super powerful but very responsive to subtle lever inputs and I
would consider them the current pick of the supersport bunch.
And stability on the brakes is a strong point, too.

Quality of
finish is typically Honda in that it is a cut above the
opposition and as for every day usability I really can’t tell
until I spend some time on the road but I can say it is more of
a racer than ever before – so if I was a privateer racer I know
what I’d be buying…

Already
the new machine is proving quick out of the box for serious
racers with the most recent World Supersport pre season test
session seeing four of the top five positions on the timesheets
filled by new CBR600RR machines.